If there’s no alternative, ask your mechanic to read this article to help ensure he does the work with an appropriate level of trepidation. Want to read more from Mike Busch? Savvy Aviation, Inc. Dartmouth College. And yet it’s entirely possible that some of the fastener preloads achieved may be below the design minimum required for safety and reliability of the engine. “The risk of engine failure is greatest when your engine is young, NOT when it’s old. Add this to the likely loss of slippery cad plating from the worn fastener threads, not to mention the possibility of thread damage, and it’s anybody’s guess whether proper torque will result in proper preload. Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines. An important reason for doing it this way is that consistent results can be obtained only if the final tightening sequence is performed using a single continuous motion of the torque wrench. Things get even worse when cylinders are replaced with the engine mounted on the airplane. The book explains in detail why engine and propeller TBOs and most other manufacturer-prescribed maintenance intervals should be disregarded. How do we obtain the desired preload when installing a cylinder? If it isn’t, there can be dire consequences. Cylinder replacement is a procedure that needs to be executed perfectly. Please support Mike's audiobook initiative and his writing, webinars and advocacy on behalf of aircraft owners by becoming a Patreon patron at https://www.Patreon.com/SavvyAviator. Chapter 1 "The Waddington Effect" of Mike Busch's audiobook "Manifesto: A Revolutionary Approach to General Aviation Maintenance." Summary 147 Max talks with Mike Busch, author of four books on general aviation piston aircraft maintenance, about essential aircraft ownership tips. Mike is a 8,000-hour pilot and CFI, an aircraft owner for 50 years, a prolific aviation author, co-founder of AVweb, and presently heads a team of world-class GA maintenance experts at Savvy Aviation. He writes the monthly “Savvy Maintenance” column in AOPA PILOT and hosts free monthly EAA-sponsored maintenance webinars. Through bolts and hold-down nuts may also be reused, although they shouldn’t be. Mike Busch Following up on his previous EAA webinar about aircraft magnetos, Mike Busch A&P/IA discusses the various ways that magnetos can fail, how pilots can safely deal with these failures (and why they usually don't), and how proper maintenance can prevent these failures from … Mike Busch is arguably the best-known A&P/IA in general aviation. If the fastener is torqued dry, then 85 to 90 percent of the applied torque is dissipated overcoming friction, leaving only 10 to 15 percent to generate preload. You need to enable JavaScript to use SoundCloud. But occasionally—despite your mechanic’s best efforts—one of those bad things will happen. Frete GRÁTIS em milhares de produtos com o Amazon Prime. Please support Mike’s work on Patreon. Both Continental and Lycoming specify that cylinder fasteners are to be torqued wet. Food for thought next time your mechanic suggests that it might be a good idea to pull some jugs. 4. He is renowned for his free monthly maintenance webinars and his standing-room-only forums at EAA AirVenture Oshkosh. Mike talks about how to protect aircraft engines from corrosion if the plane isn’t flown and about post-maintenance test flights and how they should be flown. Please support Mike’s work on Patreon. Of course, any time multiple cylinders are replaced—especially top overhauls where all of them are replaced at one time—the probability of failure increases exponentially with the number of fasteners that are messed with. In a perfect world we’d tighten the cylinder base nuts so that the deck studs stretched by about 0.005 inch and the through bolts stretched by about 0.035 inch. For a bolted joint to be stable under cyclic repetitive stress, the preload on the fasteners must be greater than the maximum stress that is trying to pull the joint apart. In 2008, he was honored by the FAA as “National Aviation Maintenance Technician of the Year.” Mike has been a prolific aviation writer for more than four decades. Check out the rest of his Savvy Aviator columns. Most of the time you and your A&P will get lucky; the cylinder will stay attached to the engine and the main bearing won’t spin. Users who like Chapter 1: The Waddington Effect, Users who reposted Chapter 1: The Waddington Effect, Playlists containing Chapter 1: The Waddington Effect, More tracks like Chapter 1: The Waddington Effect. The cad plating is very slippery (helping to reduce friction) but very thin (typically 8 microns thick, one-tenth the thickness of a human hair) and relatively soft, making it easy to damage. Fasteners may not be adequately lubricated. Print. Diagnostic Tales from the War Zone; EGT Myths Debunked; Interpreting Your Engine Monitor; Where Does the Energy Go; Understanding CHT and EGT; Detonation and Pre-Ignition; Controlling the … Both Continental and Lycoming call for a two-phase tightening procedure where all the cylinder hold-down nuts are first torqued to 50 percent of their final torque in a specified tightening sequence, and then they are torqued to 100 percent of their final torque following the same sequence. Why aren’t these mechanics nervous? 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